Turbineless jet engine

ABSTRACT

A turbineless jet engine includes no internal moving components, yet operates using a continuous combustion principle. The present engine is self-starting, i.e., no auxiliary source of pressurized airflow or unconventional fuels is required for its starting and operation. The present engine also requires no electrical energy after the combustion process has been initiated, with its fuel pump being operated by exhaust air from the engine. Starting injectors entrain airflow through the engine, with a portion of the inlet air being drawn through radially disposed, hollow pressure generators to the combustion section of the engine. Exhaust gas is recirculated to the front of the engine and passed through the pressure generators to entrain fresh air, to continue the cycle of operation. The present engine may be constructed in a variety of non-circular cross-sectional shapes, with or without inlet vane sweep, as desired, due to its lack of internal rotating components.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 60/466,790, filed May 1, 2003.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to reaction type internalcombustion engines, and more specifically to a jet engine incorporatingcompressor, combustion, and compressor airflow entrainment means, butwhich incorporates no turbines or other moving parts, except for thefuel pump.

2. Description of Related Art

Internal combustion reaction type engines embodying various principlesof jet engines have been known for a Considerable period of time. Suchengines of the prior art may be generally categorized as ram jet engineswith no internal moving parts, pulse jet engines with oscillating inletvanes, and turbojet engines with rotating compressor and turbinesections.

The turbojet engine was developed relatively recently in the history ofinternal combustion engines, being used operationally only toward theend of World War II. This is primarily due to the extremely hightemperatures and rotational speeds attained by the exhaust turbine(s)within the engine, a with revolutions per minute (rpm) generallyreaching a few tens of thousands of rpm. As a result, the metallurgy andmanufacturing tolerances required for turbojet engines are quitedemanding and costly. Moreover, “hot” section inspections or thecombustion and exhaust turbine sections are relatively frequent, due tothe extremely high temperatures attained in those areas of the engineand the high centrifugal forces encountered by the exhaust turbine as itrotates at tens of thousands of rpm. However, turbojets have proven tobe more efficient than other forms of internal combustion reactionengines, and as a results are nearly universally used where jetpropulsion is required.

The desirability of a simpler form of jet engine is evident, afterconsidering the limitations and expense of turbojet engines. A simplerform of jet engine is the pulsejet, which uses a series of oscillatingvanes at the inlet end of the engine. Pulse, jet engines have also beenknown for quite some time, with pulsejets being used as model aircraftjet engines and in some unpiloted aircraft. The pulse jet principleeliminates the rapidly rotating compressor and exhaust turbines, but theinlet vanes are prone to damage and the life span of the typical pulsejet is unlikely to exceed several hours at a maximum. Moreover,pulsejets are relatively inefficient and burn considerably more fuelthan turbojets for an equivalent amount of thrust, and generally requirean external source of pressurized air for starting.

The ramjet, with its lack of moving parts, provides a solution to theproblem of rapidly rotating or oscillating components. However, theramjet has other limitations which do not exist with turbojets andpulsejets. The ramjet relies upon the internal pressure differentialproduced by the shock wave developed within the engine as air passesfrom supersonic to subsonic flow. This is achieved by carefully shapedand contoured venturis within the engine, which accelerate anddecelerate the airflow as desired. The result is an engine which iscapable of producing practicable amounts of thrust with no moving parts.However, ramjet engines cannot operate at zero ambient airflow velocity.They require some airflow velocity before the air flowing through theengine can reach the velocities required for the engine to function. Asa result, ramjet engines require some other engine principle (usually arocket, with unmanned aircraft) to provide the initial acceleration andvelocity for operation.

Consideration of the above engine principles and their correspondinglimitations leads to the realization that an engine featuring thestructural simplicity of the ramjet with its lack of moving parts, alongwith the relative efficiencies of the turbojet and its ability tooperate at zero ambient airspeed, would be a most desirable development.The present turbineless jet engine responds to this need, by providing areaction engine having a series of inlet vanes which emulate thecompressor section of a conventional turbojet engine, with the inlet andcompression section of the present turbineless engine feeding thecompressed air to a combustion or burner section. Most of the heatedexhaust air passes rearwardly through the engine to produce thrust, witha relatively small percentage passing back through the engine to theinlet and compressor section to entrain incoming airflow, therebycontinuing the process.

The only moving component required in the present turbineless engine, isan internal fuel pump turbine. The fuel pump turbine itself is operatedby relatively high pressure exhaust gas from the combustion section ofthe engine once the engine is in operation, thereby eliminating the needfor electrical and/or other power for the engine, except during thestarting procedure.

A discussion of the related art of which the present inventor is aware,and its differences and distinctions from the present invention, isprovided below.

U.S. Pat. No. 3,188,804 issued on Jun. 15, 1965 to John A. Melenric,titled “Turbo Supercharged Valveless Pulse Jet Engine,” describes anengine combination having a central turbojet engine which provides somecompressed airflow to a series of valveless reaction engines disposed inan annular array about the turbojet engine. The valveless engines aredescribed as utilizing an intermittent combustion principle (as opposedto the continuous combustion used in the present engine), but Melenricdoes not disclose any form of oscillating inlet control vanes for hisannular engines. In any event, the use of a rotating turbine to drive arotating compressor in the central turbojet engine, results in theMelenric engine more closely resembling a conventional turbojet enginethan it does the present invention.

U.S. Pat. No. 3,323,304 issued on Jun. 6, 1967 to Andres F. Llobet etal., titled “Apparatus For Producing High Temperature Gaseous Stream,”describes a turbineless engine which utilizes a series of concentricventuris to control the flow of gases through the engine. Heat exchangertubes are also included within the engine. The Llobet et al. enginerequires a pressurized source of gaseous fuel (e.g., propane, etc.), atleast for starting. Llobet et al. also describe the use of a liquid fuelmixed with water, with the water being broken down into its chemicalelements and recombined with other elements to produce heat and thrust.The structure of the Llobet et al. engine is annular, with no radiallydisposed louvered pressure generator airflow guides, as provided by thepresent turbineless engine. Moreover, Llobet et al. makes no disclosureof any non-circular cross section for their turbineless engine.

U.S. Pat. No. 3,517,510 issued on Jun. 30, 1970 to John A. Melenric,titled “Self-Starting Valveless Resonant Pulse-Jet Engine And Method,”describes an engine having a series of annular valveless engines whichoperate on a pulse principle. Exhaust is fed into a central collector,where most of the exhaust thrust is generated. The engine of theMelenric '510 U.S. patent requires a pressurized gaseous fuel, withpower being determined by the mix of gaseous vs. liquid fuel selectedfrom the pressurized tank. The present engine is configured to operateusing a more conventional fuel. No radially disposed pressure generatorairflow guides are disclosed in the Melenric '510 U.S. patent, asprovided in the present turbineless jet engine invention. Moreover, nodisclosure is made of an engine having other than a circular or annularconfiguration, in the Melenric '510 patent.

U.S. Pat. No. 3,750,400 issued to Thomas H. Sharpe on Aug. 7, 1973,titled “Self-Starting Air Flow Inducing Reaction Motor,” describes anengine having only a single moving mechanism, i.e., an inlet diffusercone. The inlet cone translates forwardly and rearwardly depending upondynamic pressure, and moves the attached fuel injector assemblycorrespondingly. The fuel injector system entrains airflow into aconvergent-divergent inlet duct, with the fuel and air mixing andigniting in the combustion section downstream of the inlet. The engineof the Sharpe '400 U.S. patent also requires a relatively high energyconsuming preheating assembly for its operation, which feature is notrequired of the engine of the present invention. The engine of theSharpe '400 U.S. patent is more closely related to the ramjet principleof operation. No radially segmented, louvered pressure generator airflowguides are provided in the engine of the Sharpe '400 U.S. patent.

U.S. Pat. No. 3,800,529 issued on Apr. 2, 1974 to Thomas H. Sharpe,titled “Self-Starting Series Jet Engine With Throttling Assemblies,” isa continuation-in-part of the '400 U.S. patent to the same inventor,discussed immediately above. FIGS. 6A and 6B are identical in the '400,and '529 U.S. patents, with other structure and operating principlesbeing closely related between the two.

U.S. Pat. No. 3,800,531 issued on Apr. 2, 1974 to Thomas H. Sharpe,titled “Self-Starting Annular Jet Engine With Plural Burner And BypassDuct,” is another continuation-in-part of the '400 U.S. patent to thesame inventor, discussed further above. The Sharpe '531 U.S. patent isprimarily directed to the embodiment of FIGS. 8A and 8B of the '400 U.S.patent. As in the other patents issued to the same inventor noted above,no radially segmented, louvered pressure generator airflow guides aredisclosed in the '531 U.S. patent.

U.S. Pat. No. 3,841,090 issued on Oct. 15, 1974 to Thomas H. Sharpe,titled “Jet Engine Method,” is a divisional patent of the '400 U.S.patent, discussed further above. The Sharpe '090 U.S. patent is directedto the method of operation of the various embodiments or enginevariations disclosed in the various patents to the same inventor,discussed above. The same points of distinction noted between thosepatents and the present invention, are seen to apply here as well.

U.S. Pat. No. 4,085,585 issued on Apr. 25, 1973 to Thomas H. Sharpe,titled “Impaction/Induction Jet Engine,” describes a turbineless jetengine configuration which superficially resembles the engine of thepresent invention. However, a considerable number of differences existbetween the engine of the earlier '505 U.S. patent and the engine of thepresent invention by the same inventor. First, and most obviously, theengine of the '505 U.S. patent includes a series of radially disposedexhaust capture vanes, which capture a portion of the exhaust and routeit forward to entrain incoming airflow. The present engine does notrequire these exhaust capture vanes. Second, the engine of the '505 U.S.patent incorporates relatively costly conventional burner cans in thecombustion area. The present engine utilizes a concentric annular ringof combustion venturis, with each having an upstream starting fuelinjector and a downstream run fuel injector. Third, the engine of the'505 U.S. patent has a relatively small central exhaust gas return duct.The diameter of the exhaust gas return duct of the engine of the presentinvention is much larger proportionally to the cross sectional area ofthe engine, preferably on the order of about thirty percent of theengine diameter or width at the combustion section. Fourth, the presentengine incorporates “flame holders” or deflectors and fuel deflectors tobreak up the fuel stream from the start fuel injectors. Finally, theengine of the present invention may incorporate rearwardly (orforwardly) swept louvered inlet pressure generators and differentcross-sectional shapes, which features are not disclosed by the presentinventor in any of his earlier issued patents, nor in any of the relatedart known to the present inventor.

U.S. Pat. No. 4,118,929 issued on Oct. 10, 1978 to Thomas H. Sharpe,titled “Impaction Augmented Jet Engine,” is another continuation-in-partof the '400 U.S. patent to the same inventor discussed further above,through a chain of abandoned continuation applications. The same pointsnoted further above regarding the engines of the '929 and '400 U.S.patents to the same inventor, are seen to apply here as well.

U.S. Pat. No. 4,267,694 issued on May 19, 1981 to Thomas H. Sharpe,titled “Staged Induction Engine,” describes a turbineless jet engineconfiguration which is essentially “inside-out” from the present engineconfiguration. The engine disclosed in the '694 U.S. patent has asingle, centrally located burner can which exhausts through a series ofaxially central, concentric ducts. These ducts deliver some percentageof the exhaust flow to a series of peripherally located ducts, whichroute the exhaust flow forward to a series of intake vanes at the frontof the engine. The exhaust flow, along with the centrally located fuelinjectors, entrains incoming air to the engine for operation. The intakevanes direct the exhaust flow and entrained intake air radially inwardlyto the central burner can. The present engine utilizes a peripherallydisposed combustion area, with a single, centrally located exhaust gasrecirculation passage.

U.S. Pat. No. 4,962,641 issued on Oct. 16, 1990 to John N. Ghougasian,titled “Pulse Jet Engine,” describes a vaneless pulsejet using aresonator chamber to fill and discharge a portion of the exhaust gas byoscillation. The pulsating exhaust gas pressure affects the incomingairflow, producing pressure pulses for a series of closely spacedcombustion events. The Ghougasian engine apparently requires some formof compressed air for starting, as in conventional pulsejets, but unlikethe present turbineless engine. The present engine is not a pulsejet,but rather is a continuous combustion engine with stable internalpressures and temperatures at any given location within the engine, fora given set of operating parameters.

Finally, U.S. Pat. No. 5,189,875 issued on Mar. 2, 1993 to John A.Melenric, titled “Self Starting Valved Pulse Jet,” describes an engineconfiguration related to the engines of the '804 and '510 U.S. patentsto the same inventor, discussed further above. As in those engines, theengine of the Melenric '875 patent uses a pressurized fuel, e.g. propaneor the like and also utilizes a pulse valve system to control combustionafter the initial startup phase, unlike the present turbineless engine.

None of the above inventions and patents, taken either singly or incombination, is seen to described the instant invention as claimed.

SUMMARY OF THE INVENTION

The present invention comprises a turbineless jet engine having nointernal moving parts whatsoever. The only moving component required forthe operation of the present engine is contained within an externallymounted fuel pump, which may be operated by exhaust air from the engineonce the engine has been started. No electrical energy is required tooperate the present engine once it has been started and the fuel pump isbeing powered by exhaust air from the operating engine. However, otheraccessories (e.g., electrical generator, etc.) may be powered by exhaustair from the present engine, if so desired.

The present turbineless jet engine includes a series of radiallydisposed, louvered pressure generators at the inlet end thereof, whichserve to channel a portion of the incoming airflow to a generallycentrally located annular combustion area. Fuel is injected into thisarea, with the starting injectors oriented to entrain airflow throughthe engine during startup. As the air-fuel mixture is burned, it isexhausted to produce thrust, with a portion of the exhaust producing abackflow through a large diameter, axial return duct. The forward end ofthe return duct communicates with the louvered pressure generators toentrain airflow therethrough.

The present engine includes various additional details as well, such asflame deflectors and novel fuel deflectors to break up the fuel streamfrom the start injectors. The present turbineless engine, with its lackof internal moving parts, is not limited to a circular cross section, asare conventional turbojet engines. The present disclosure also includesa series of engine configurations having different, non-circular crosssections, as well as a circular cross section configuration. Moreover,the louvered pressure generators at the inlet end of the engine may beswept at some angle other than normal to the central axis of the engine,if so desired, due to their lack of rotation and corresponding lack ofcentrifugal force acting upon these vanes.

Accordingly, it is a principal object of the invention to provide aturbineless jet engine having no internal moving parts.

It is another object of the invention to provide such a turbineless jetengine in which a portion of the exhaust flow is redirected forwardthrough the center of the engine, and ducted to entrain fresh air intothe engine and its combustion area.

It is a further object of the invention to provide a jet engine having afuel pump operated by exhaust flow from the engine, thereby obviatingany requirement for electrical power for the engine once it has beenstarted.

Still another object of the invention is to provide a jet engine havinga variety of different embodiments of different cross-sectional shapes,which may include sweep of the louvered pressure generator assembly toangles other than normal to the central axis of the engine.

It is an object of the invention to provide improved elements andarrangements thereof in an apparatus for the purposes described which isinexpensive, dependable and fully effective in accomplishing itsintended purposes.

These and other objects of the present invention will become readilyapparent upon further review of the following specification anddrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevation view in section of a turbineless jet engineaccording to the present invention, showing its general features.

FIG. 2 is a detailed side elevation view in section of the forward,pressure generator section of the turbineless engine of FIG. 1, showingfurther details thereof.

FIG. 3 is a detailed side elevation view in section of the central andrear sections of the turbineless engine of FIG. 1, showing furtherdetails thereof.

FIG. 4 is a broken away detail perspective view of the combustion areainlets of the present engine, showing details thereof.

FIG. 5 is a broken away detail perspective view of a portion of oneinlet vane row or stage, showing details thereof.

FIG. 6 is a detailed side elevation view in section of an alternateembodiment of the pressure generator section of the present engine,illustrating sweepback of the pressure generators.

FIG. 7A is a front elevation view of a first alternative embodiment ofthe present turbineless jet engine invention, illustrating a generallysquare or rectangular cross-section.

FIG. 7B is a front elevation view of a second alternative embodiment ofthe present turbineless jet engine invention, illustrating a rhomboidcross section.

FIG. 7C is a front elevation view of a third alternative embodiment ofthe present turbineless jet engine invention, illustrating a generallytriangular cross section.

FIG. 7D is a front elevation view of a fourth alternative embodiment ofthe present turbineless jet engine invention, illustrating a generallyelliptical cross section.

Similar reference characters denote corresponding features, consistentlythroughout the attached drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention comprises various embodiments of a turbineless jetengine, i.e., a jet thrust or reaction engine having no internal movingparts. The present engine does not utilize an intermittent combustionoperating principle, such as pulse jet engines, but uses a continuouscombustion cycle more closely related to conventional turbojet engineoperation, but without the high speed rotating compressor and turbinesections of such turbojet engines.

FIG. 1 of the drawings provides an elevation view in section of theoverall engine 10 of the present invention, with FIGS. 2 and 3 providingmore detailed sectional elevation views of its forward and rearwardportions. The present engine 10 includes a forwardly disposed air inletsection 12, very roughly analogous to the compressor section of aconventional turbojet engine, but having no rotating compressor fans orother moving parts. The air inlet section 12 has a forward or airflowentrance end 14, and an opposite rearward or airflow exit end 16 whichcommunicates with an intermediate airflow passage area 18 between theair inlet section 12 and the generally centrally disposed fuel injectorsection 20.

The fuel injector section 20 includes a plurality of forwardly disposedstarting injectors 22 and a similar plurality of rearwardly disposed runinjectors 24, with each set of injectors 22 and 24 disposed in anannular array with a like plurality of air entrainment venturis 26disposed in an annular array between the start injectors 22 and runinjectors 24, forward of the rearward, annularly configured combustionand exhaust section 28.

The present engine 10 also includes a large diameter exhaust gasrecirculation duct 30, which extends along the centerline CL orlongitudinal axis of the engine 10 from its rearward end 32 in thecombustion and exhaust section 28 to its opposite forward end 34 in theforward portion 14 of the air inlet section 12 of the engine 10. Othermajor components of the present engine 10, i.e., the air inlet section12, fuel injection section 20, and combustion and exhaust section 28,are also preferably concentrically disposed about the longitudinal axisCL of the engine 10, but it will be seen that as the present engine 10contains no internal moving parts or components, that the present engine10 lends itself to other than radially symmetrical configurations, is sodesired. The rearward end 32 of the recirculation duct 30 is open to theambient exhaust pressure and flow developed in the combustion section 28of the engine 10, with exhaust gases recirculating forwardly through theduct 30 to the forward air inlet portion 12 of the engine 10, forpurposes explained further below.

FIG. 2 of the drawings provides a more detailed cross sectional view ofthe air inlet end 12 of the present turbineless engine 10, with FIG. 5providing a broken away perspective view of the individual louveredpressure generators 36 of the inlet portion 12 of the engine 10. Theinlet portion or end 12 of the engine 10 essentially comprises a numberof pressure generators 36, which extend radially from their inner ends38 along the exhaust gas recirculation duct 30 to their opposite outerends 40. Preferably, a plurality of rows or stages of such pressuregenerators 36, e.g., six stages, as illustrated in the example of FIGS.1 and 2, are provided along the length of the air inlet section 12 inorder to process a greater volume of incoming airflow by the pressuregenerators 36. However, a greater or lesser number of rows or stages ofsuch pressure generators 36 may be provided in any given configurationor embodiment of the present engine, as desired.

The louvered pressure generators 36 are spaced apart radially with eachpair of adjacent pressure generators 36 defining an air inlet passage 42therebetween, as shown clearly in the FIG. 5 perspective view. Each ofthe pressure generators 36 includes an open front air inlet side 44,which communicates with a rearward, radially disposed airflow passage 46therein. A series of airflow guide louvers 48 are placed across each ofthe pressure generators 36, with their outwardly turned trailing edges50 serving to guide or channel airflow entering the pressure generators36 radially outwardly along the interior of the airflow passage 46. Theouter ends 52 of the airflow passages 46 within the pressure generators36 are open to an annular airflow passage 54, which extends from theforward portion 14 to the rearward portion 16 of the air inlet section12 of the engine 10, where it channels the airflow collected from thelouvered pressure generators 36 into the annular intermediate airflowpassage 18.

The forward portion of the exhaust gas recirculation duct 30 includes aseries of radially disposed exhaust gas passages 56 therethrough, witheach of these exhaust gas passages 56 being aligned with the inboard end58 of the airflow passages 46 of one of the louvered pressure generators36. After the engine 10 has started and is running, a portion of theengine exhaust flows forwardly into the open rearward end 32 of theexhaust recirculation duct 30, continuing through the duct 30 to flowoutwardly from the exhaust gas passages 56 in the forward portion of theduct 30. The exhaust gas escaping from the duct 30 then passes throughthe airflow passages 46 of the pressure generators 36, entrainingambient air into the pressure generators 36 from their open forwardinlets 44. The radially outwardly angled trailing edges 50 of thepressure generator louvers 48 assist in guiding the ambient airflowoutwardly along the airflow passages 46, where the exhaust and ambientair mix passes into the annular airflow passage 54 surrounding the inletportion 12 of the engine 10 and continuing to the annular intermediateair passage area 18. Ambient air is also drawn through the air passages42 between the inlet guides 36, by entrainment of air through thelouvers 60 in the intermediate air passage area 18 between theintermediate annular airflow passage 18 and the interior airflow area 62extending between and around the series of pressure generators 36 in theforward section 12 and continuing to the area between the exhaustrecirculation duct 30 and the annular intermediate airflow passage 18.

Referring to FIGS. 3 and 4, the above described operation is initiatedby means of the starting fuel injectors 22, with one such startinginjector 22 positioned immediately in front of each of the airentrainment venturis 26, as noted further above. Each of the startinginjectors 22 includes an outlet nozzle 64 which is aligned axially withthe ambient airflow through its corresponding venturi 26; this is shownmost clearly in FIG. 4 of the drawings. Fuel is injected into thepassage immediately in front of each venturi 26, thereby entrainingairflow into and through the venturi 26. Conventional igniters 66 arepositioned rearwardly of the venturis 26 to ignite the air and fuelmixture for starting, and as desired during other conditions ofoperation (e.g., rain, etc.).

Operation is continued after starting by means of a series of run fuelinjectors 24 positioned rearwardly of each of the airflow entrainmentventuris 26, as noted further above. Once operation has stabilized afterinitializing the operation with the starting injectors 22 and producingthe exhaust recirculation and air entrainment cycle described furtherabove, the run injectors 24 are operated to supply the required fuel foroperation.

It is important that the starting injector nozzles 64 provide a streamof fuel aligned with the airflow through the entrainment venturis 26, inorder to entrain airflow through the venturis 26 and thus through theengine 10 for starting and initial operation. However, such a stream offuel does not burn readily; it is important that the fuel stream bebroken up into very small droplets and/or vaporized in the air, beforeignition. Accordingly, a fuel deflector 68 is located immediatelydownstream of each of the starting injector nozzles 64. The nozzles ofthe run injectors 24 are offset from the fuel deflectors 68, and areconfigured to produce a fuel mist or spray for more efficient burning,as desired. In addition, a series of flame deflectors 70 is locatedbetween each fuel deflector 68 and corresponding igniter 66, serving topreclude advance of the flame front forwardly in the engine 10 duringoperation.

Fuel for engine operation is provided by one or more fuel pumpassemblies 72, with a single such fuel pump 72 being shown in FIGS. 1and 3. The fuel pump 72 receives fuel from a fuel supply line 74 anddistributes the fuel to either the start or run injectors 22 or 24 bycorresponding fuel distribution lines 76 and/or 78, as indicated in FIG.3. Power for the fuel pump 72 is initially provided by a conventionalelectric motor 80 for starting. However, once the engine 10 has beenstarted and sufficient exhaust pressure and volume is being produced,some of the exhaust may be routed to drive a fuel pump drive turbine 82via a duct 84 extending from the exhaust gas recirculation duct 30 tothe exhaust driven fuel pump drive turbine 82. Once the engine 10 hasbeen started, electrical power to the fuel pump drive motor 80 andigniters 66 may be terminated, with the engine 10 continuing to operateby means of the continuous combustion cycle of operation and the exhaustpowered fuel pump drive turbine 82 without need of electrical power.

The present turbineless jet engine 10 contains no internal moving partsor components whatsoever, as explained further above. The only movingparts associated with the present engine 10 in any of its embodiments,are the fuel pump assembly or assemblies 72 described above, and perhapsother conventional accessories such as a generator(s), alternator(s),etc., which may be powered by an exhaust driven turbine, similar to thefuel pump drive turbine 82.

As none of the internal components of the present engine 10 rotate orotherwise move during operation, they are not restricted to any givenconfiguration or plane, as is the case with conventional turbojetengines. FIG. 6 illustrates a broken away elevation view in section ofan alternative embodiment of the forward or air inlet section of theengine, designated as air inlet section 12 a. This air inlet section 12a embodiment functions similarly to the air inlet section 12 embodimentof FIGS. 1, 2, and 5, but it will be noted that the louvered pressuregenerators 36 a are swept back at an angle A1 from normal to thecenterline CL or longitudinal axis of the engine, i.e., the outer ends40 a of the pressure generators 36 a are positioned somewhat rearwardlyof their opposite inboard ends 58 a. It will be seen that this sweepbackangle may be adjusted as desired for one or more rows or stages of thepressure generators 36 a, or varied between different pressuregenerators 36 a in a given row or stage if so desired. Alternatively, aforward sweep angle A2 may be provided for one or more pressuregenerators in one or more rows or stages, as desired.

The lack of rotating or moving parts and components within the presentengine 10 provides another advantage which is not possible with aconventional turbojet engine. Since there are no rotating componentsdescribing a circular path of rotation within the present engine, thereis no requirement that the cross-sectional shape of the present enginebe circular. FIGS. 7A through 7D illustrate front elevation views of aseries of exemplary cross-sectional shapes for the present turbinelessengine, with the engine 10 a of FIG. 7 having a square or rectangularcross section, the engine 10 b of FIG. 7B having a rhomboid crosssection, the engine 10 c of FIG. 7C having a generally triangular crosssection, and the engine 10 d of FIG. 7D having an elliptical crosssection. While only the relatively larger air inlet section of eachengine configuration 10 a through 10 d is illustrated in FIGS. 7Athrough 7D, it will be understood that the corresponding shape isapplied to all sections of each engine 10 a through 10 d, i.e., the airinlet section, fuel injection section, combustion section, and exhaustgas recirculation duct.

Such non-circular engine cross sections may not provide the efficiencyof an engine having a circular cross section, due to the increase insurface area relative to the internal volume of such non-circularshapes. However, such non-circular shapes may lend themselves to moreefficient packaging in various installations, with the correspondingreduction in external surface area (“wetted area”) of the aircraftcompensating for any losses of efficiency due to the non-circularcross-sectional shapes of the present engine. It will also be seen thatsuch non-circular cross-sectional shapes also lend themselves well toadaptation within aircraft configured to have low radar reflectivity.The various non-circular cross sectional shapes illustrated in FIGS. 7Athrough 7D are exemplary, and it will be noted that a myriad ofdifferent non-circular cross sectional shapes may be achieved in aturbineless engine according to the present invention.

In conclusion, the present turbineless jet engine, in its variousembodiments, provides the potential to greatly reduce the manufacturingand operating costs in comparison to conventional turbojet engines. Thelack of moving or rotating parts and components in the presentturbineless engine serves to greatly reduce the manufacturing costs andlabor involved in the highly precise production of compressor andturbine blades which must be carefully balanced and formed of costlymaterials due to the centrifugal forces applied and the high heatapplied to the exhaust turbine blades. The present engine provides anumber of additional advantages as well, such as its ability to operatewithout need for external electrical power once it has been started; theability of the louvered pressure generators to be positioned at anypracticable angle relative to the centerline of the engine, dependingupon the anticipated operating parameters; and the wide range ofnon-circular cross-sectional shapes in which the present engine may bemanufactured. The above features of the present turbineless engine willbe seen to provide numerous advantages which are not possible to achievewith conventional turbojets or other types of reaction engines.

It is to be understood that the present invention is not limited to theembodiments described above, but encompasses any and all embodimentswithin the scope of the following claims.

1. A continuous combustion reaction engine devoid of internal movingparts, comprising: a forwardly disposed air inlet section, having aforward end and a rearward end opposite said forward end; a centrallydisposed fuel injection section; a rearwardly disposed, annularcombustion section; a large diameter, concentrically disposed exhaustgas recirculation duct, extending forwardly from said combustion sectionthrough said fuel injection section to said air inlet section; saidexhaust gas recirculation duct having an open rearward end communicatingwith said combustion section, and a forward end opposite said rearwardend; a plurality of radially disposed pressure generators within saidair inlet section, defining a corresponding plurality of air inletpassages therebetween; each of said pressure generators having an innerend, an outer end opposite said inner end, a forwardly disposed, openair inlet side, a rearwardly disposed airflow passage therethroughcommunicating with said air inlet side, and a plurality of airflow guidelouvers disposed within said air inlet side; said exhaust gasrecirculation duct further having a plurality of radially disposedexhaust gas passages adjacent said forward end thereof, eachcommunicating with a corresponding said airflow passage of one of saidpressure generators; an annular airflow passage surrounding said airinlet section and extending rearwardly to said fuel injection section;each said airflow passage of said pressure generators further having anouter end communicating with said annular airflow passage; and aplurality of air entrainment venturis disposed in an annular array aboutand forwardly adjacent said rearward end of said exhaust gasrecirculation duct.
 2. The engine according to claim 1, furtherincluding: at least one fuel pump; an electrically powered fuel pumpdrive motor, operating said at least one fuel pump during startingoperations; an engine exhaust powered fuel pump drive turbine, operatingsaid at least one fuel pump during operation after starting; and anexhaust duct extending from said exhaust gas recirculation duct to saidengine exhaust powered fuel pump drive turbine.
 3. The engine accordingto claim 1, further including: a starting fuel injector disposedforwardly of each of said air entrainment venturis; an outlet nozzleextending from each said injector, and aligned axially with airflowthrough the corresponding one of said air entrainment venturis; a runfuel injector disposed generally rearwardly of each of said airentrainment venturis; and a fuel deflector disposed rearwardly of andaligned with at least said outlet nozzle of each said starting fuelinjector.
 4. The engine according to claim 1, wherein said pressuregenerators are disposed in a plurality of stages extending from theforward end to the rearward end of said inlet section.
 5. The engineaccording to claim 1, wherein: said air inlet section, said fuelinjection section, said combustion section, and said exhaust gasrecirculation duct are concentrically disposed about a longitudinalaxis; and said pressure generators are swept at an angle other thannormal to said longitudinal axis.
 6. The engine according to claim 1,wherein said air inlet section, said fuel injection section, saidcombustion section, and said exhaust gas recirculation duct have otherthan a circular cross-sectional shape.
 7. A continuous combustionreaction engine devoid of internal moving parts, comprising: a forwardlydisposed air inlet section, having a forward end and a rearward endopposite said forward end; a centrally disposed fuel injection section;a rearwardly disposed, annular combustion section; a large diameter,concentrically disposed exhaust gas recirculation duct, extendingforwardly from said combustion section through said fuel injectionsection to said air inlet section; said exhaust gas recirculation ducthaving an open rearward end communicating with said combustion section,and a forward end opposite said rearward end; a plurality of radiallydisposed pressure generators within said air inlet section, defining acorresponding plurality of air inlet passages therebetween; each of saidpressure generators having an inner end, an outer end opposite saidinner end, a forwardly disposed, open air inlet side, a rearwardlydisposed airflow passage therethrough communicating with said air inletside, and a plurality of airflow guide louvers disposed within said airinlet side; said exhaust gas recirculation duct further having aplurality of radially disposed exhaust gas passages adjacent saidforward end thereof, each communicating with a corresponding saidairflow passage of one of said pressure generators; an annular, airflowpassage surrounding said air inlet section and extending rearwardly tosaid fuel injection section; each said airflow passage of said pressuregenerators further having an outer end communicating with said annularairflow passage; at least one fuel pump; an electrically powered fuelpump drive motor, operating said at least one fuel pump during startingoperations; an engine exhaust powered fuel pump drive turbine, operatingsaid at least one fuel pump during operation after starting; and anexhaust duct extending from said exhaust gas recirculation duct to saidengine exhaust powered fuel pump drive turbine.
 8. The engine accordingto claim 7, further including a plurality of air entrainment venturisdisposed in an annular array about and forwardly adjacent said rearwardend of said exhaust gas recirculation duct.
 9. The engine according toclaim 7, further including: a starting fuel injector disposed forwardlyof each of said air entrainment venturis; an outlet nozzle extendingfrom each said injector, and aligned axially with airflow through thecorresponding one of said air entrainment venturis; a run fuel injectordisposed generally rearwardly of each of said air entrainment venturis;and a fuel deflector disposed rearwardly of and aligned with at leastsaid outlet nozzle of each said starting fuel injector.
 10. The engineaccording to claim 7, wherein said pressure generators are disposed in aplurality of stages extending from the forward end to the rearward endof said inlet section.
 11. The engine according to claim 7, wherein:said air inlet section, said fuel injection section, said combustionsection, and said exhaust gas recirculation duct are concentricallydisposed about a longitudinal axis; and said pressure generators areswept at an angle other than normal to said longitudinal axis.
 12. Theengine according to claim 7, wherein said air inlet section, said fuelinjection section, said combustion section, and said exhaust gasrecirculation duct have other than a circular cross-sectional shape. 13.A continuous combustion reaction engine devoid of internal moving parts,comprising: a forwardly disposed air inlet section, having a forward endand a rearward end opposite said forward end; a centrally disposed fuelinjection section; a rearwardly disposed, annular combustion section; alarge diameter, concentrically disposed exhaust gas recirculation duct,extending forwardly from said combustion section through said fuelinjection section to said air inlet section; said exhaust gasrecirculation duct having an open rearward end communicating with saidcombustion section, and a forward end opposite said rearward end; aplurality of radially disposed pressure generators within said air inletsection, defining a corresponding plurality of air inlet passagestherebetween; each of said pressure generators having an inner end, anouter end opposite said inner end, a forwardly disposed, open air inletside, a rearwardly disposed airflow passage therethrough communicatingwith said air inlet side, and a plurality of airflow guide louversdisposed within said air inlet side; said exhaust gas recirculation ductfurther having a plurality of radially disposed exhaust gas passagesadjacent said forward end thereof, each communicating with acorresponding said airflow passage of one of said pressure generators;an annular airflow passage surrounding said air inlet section andextending rearwardly to said fuel injection section; each said airflowpassage of said pressure generators further having an outer endcommunicating with said annular airflow passage; a plurality of startingfuel injectors, each disposed forwardly of said combustion section; anoutlet nozzle extending from each of said injectors, and aligned axiallywith airflow; a plurality of run fuel injectors, each disposed generallyrearwardly of a corresponding one of said starting fuel injectors andforwardly of said combustion section; and a fuel deflector disposedrearwardly of and aligned with at least each of said outlet nozzles ofsaid starting fuel injectors.
 14. The engine according to claim 13,further including: at least one fuel pump; an electrically powered fuelpump drive motor, operating said at least one fuel pump during startingoperations; an engine exhaust powered fuel pump drive turbine, operatingsaid at least one fuel pump during operation after starting; and anexhaust duct extending from said exhaust gas recirculation duct to saidengine exhaust powered fuel pump drive turbine.
 15. The engine accordingto claim 13, further including: a plurality of air entrainment venturisdisposed in an annular array about and forwardly adjacent said rearwardend of said exhaust gas recirculation duct, between said starting fuelinjectors and said run fuel injectors.
 16. The engine according to claim13, wherein said pressure generators are disposed in a plurality ofstages extending from the forward end to the rearward end of said inletsection.
 17. The engine according to claim 13, wherein: said air inletsection, said fuel injection section, said combustion section, and saidexhaust gas recirculation duct are concentrically disposed about alongitudinal axis; and said pressure generators are swept at an angleother than normal to said longitudinal axis.
 18. The engine according toclaim 13, wherein said air inlet section, said fuel injection section,said combustion section, and said exhaust gas recirculation duct haveother than a circular cross sectional shape.